Automatic air-brake apparatus and method.



No. 869,930. 1 PATENTBD NOV. 5, 1907. J. T. MCINTOSH L J. S. lMANTON. AUTOMATIC AIR BRAKE APPARATUS AND METHOD.

APPLICATION FILED MAY 5, 1902.

n SHEETS-sum 1.

PATENTEDNOV. 5, 1907.

J.' T. MCINTosH & J. s. MANTON. A AUTQMATIG AIR BRAKE APPARATUS AND METHOD.

'APPLIGATION FILED MAT 5,-19o2- 2 SHEETS-SBET 2.

UNITED STATES PATH NT OFFICE.

AUTOMATIC AIR-BRAKE APPARATUS AND METHOD.

Specication of Letters Patent.

'Patented Nov. 5, 1907.

Application filed May 5, 1902. Serial No. 105,967.

To all whom il may concern.

Be it known that we, JOHN THOMAS McINTosH and latins STANLEY Max'roN, citizens ofthe United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Automatic Air-Brake Apparatus and Methods, of which the following is a specification.

Our invent ion relates to air brakes for cars or any vehicle requiring a brake apparatus; and the objects of our invention are to provide an air brake having novel features whereby the application of the brake is more certain than heretofore and can be made with any desired pressure; and certain results. previously done by hand, are secured by automatic action; and whereby also by means of a storage releasing reservoir, successive applications and releases can be made without impairing the eiliciency of the brake, whereby the operation of the brake is more certain and the control of the brake apparatus by the operator is more absolute. We seciu'e these results by the mechanism and methods illustrated in the accompanying drawings in which:

Figure l. is a plan of the combined brake and reservoir cylinder and storage releasing reservoir a. Fig. 2 is an enlarged sectional detail ol' the valves and Fig. 3 is also a section in elevation through the brake cylinder and its auxiliary. Fig -t is a perspective view of the valve D. Fig. 5 is a vertical section on the line 5-5 ot' Fig. 2.

Similar letters refer to similar parts throughout the several views.

Initial charge. ln charging our brake, the air pressure from the train line indicated in Fig. l proceeds through the branch train line A, A and supply pipe B into the storage releasing reservoir a. The pressure on the train line side of the exhaust valve V as it increases, seats that valve at its seat C and likewise forces the slide valve D against the seat E, against the resistance ot' the spiral spring F, thus causing the vent G in the slide valve to register with the ports H and I, thus allowing the air from the storage releasing reservoir a, passing through the port H, vent G and the port I, through the branch train line .I and K (see Fig. 3) to enter the brake cylinder' l/ and through the branch train line L and trap valve M to enter the auxiliary reservoir l). The operation of the slide valve D and exhaust valve V can be seen better in the enlarged drawing of the same in Fig. 2. The charging process will continue until the train line pressure reaches the standard pressure of 70 lbs., at which time the trap valve N in the bottom of the storage releasing reservoir at the opening of the pipe B into such reservoir, seats itself by the force of gravity an d thus imprisons the air which has theretot'ore been compressed into such storage releasing reservoir, such air being at the train line pressure of 70 lbs. Likewise the pressure of the train line having been communicated as heretofore described through the slide valve D and the ports opening into the vent therein, and through the branch train line J, K and L, creates at the time the train line pressure reaches 70 lbs., a substantially equal pressure in the brake cylinder b and its auxiliary cylinder b which together form the combined brake and reservoir cylinder Z. As soon as the maximum pressure has been reached, the trap valve M in the auxiliary cylinder b is seated upon its seat C, thus closing all Openings into Such auxiliary cylinder, the pressure on the two sides of the piston head P being equalized through the small leakage vent Q indicated in Fig. 3. As soon as such maximum pressure has been reached, the pressure on both the train line side of the slide valve D and the brake cylinder side being equal, such slide valve is, by the slight expansive force of the spring F, forced to the seat Rand occupies the position indicated in the drawings, Fig. 2, thus closing the port H and leaving the air imprisoned at the maximum train line pressure in the storage releasing reservoir a. The equalization of the air pressure on either side of the exhaust valve V/ does not result in causing such valve to leave its seatC, as its position upon such seat is compelled by the resistance of the spiral spring T. The position then of the valves when the initial charge has been completed, is as shown in the drawings, Figs. 2 and 3, the exhaust valve being seated against the seat C, the slide valve D being seated against the seat R, the trap valve N being seated against its seat, the trap valve M being seated against its seat O and the piston head P being maintained against its seat U by the equalization of the air on either side of such piston head through the leakage vent Q and the slight expansive force of the spring Y.

Application of brakes. The apparatus is designed for operation on a single car or a number of cars in connection with the brake mechanism now generally in use on locomotives and wherever air brakes are used. In setting or applying the brakes, the engineer reduces the train line pressure through the engineers valve in the usual way. The result of such reduction causes a reduction upon the train line'side of the exhaust valve V/ shown in Figs. 2 and 5, which results in such exhaust valve sliding away from its seat C and uncovering gradually theV-shaped port V in the bottom of such exhaust valve, thus allowing the air from the brake cylinder b to escape through the branch train lines .l and K and the vent port V to the atmosphere. The reduction of the pressure in the brake cylinder, the pressure on the auxiliary cylinder side of the piston head I remaining the same, causes the piston head P to move through the brake cylinder in the direction of the shoulder vW,.wl:tich movement of the piston head P communicated through the piston rod y, operates through a well-known system of levers to set the brakes on the car wheels. The escape of air from the brake cylinder does not permit of the escape of air from the auxiliary cylinder through the leakage vent Q, for the reason that the abruptness of such escape causes the piston head P to rapidly cover the opening of the equalizing groove Q, thus iinprisoning the air in the auxiliary cylinder b. lt is to be noted that a gradual application of brakes may be made by` gradual reduction of the train line pressure, allowing a moderate escape of the air confined in the brake cylinder through the exhaust port V and that such application may be increased either gradually or by the emergency operation of the engineers valve. In cases of such emergency application, the large part of the port would be uncovered allowing` an immediate escape of all the air in the brake cylinder b causing an immediate application of the brakes as heretofore described.

Releasing the brakes. To release the brakes, the escape of air through the engineers valve is stopped and the exhaust valve V, as the air equalizes, is moved to its seat C by the spring T and the restorationxof train line pressure commences and here is where the advantage oi our device is particularly apparent. The moment this operation begins, the pressure on the train line side of the exhaust valve V/ being greater than the remaining pressure on the brake cylinder side of such exhaust valve, causes such valve to remain seated against'its seat C, thus shutting off any further escape of air; and the pressure on the train. line side of the valve D being likewise greater than on the brake cylind er side of such valve, causes such valve to slide towards the seat or shoulder E, again causing valve .port G to register with ports H and` l, allowing the immediate feeding of air from the storage releasing reservoir through the ports H G and I into the brake cylinder, causing an immediate movement of the piston head P towards its normal position, heretofore described and resulting in an immediate'release of the brakes without the necessity of securing the immediate restoration of the train line pressure to its standard of pounds. lt is to be noted that in the initial charge, the valve port G completely registers with the ports H and l and that in the operation of releasing the brakes, the valve port G partially or completely registers with the ports H. and I, depending upon the excess of pressure in the train line over that in the brake cylinder; that the slightest excess of pressure in the train line will operate to open the ports and let through sufficient air from the storage releasing reservoir into the brake cylinder to effect a release of the brakes. There never can be an excess of pressure upon lthe brake cylinder side of the slide valve over the train line pressure for the reason that the moment the pressure on the brake cylinder side becomes equal to the train line pressure, the valve D is seated, by the expansive force of the spring F, shutting off the access of any additional pressure from the storage releasing reservoir.

It will thus be seen that in our device, a storage releasing reservoir is furnished which performs four functions.

First. By the slightest increase in the train line pressure and the consequent movement of the slide valve D, sufficient additional pressure is instantaneously transmitted from said reservoir to the brake cylinder and applied on the brake cylinder side of the piston head P, to effect an instantaneous release of the brakes, where without the use of such storage releasing reserfrom ever losing control of the train.

seaeso voir, the brakes could only be released by the increase of pressure from the train line direct.

Second. Besides furnishing the power in the shape of air under pressure to effect the instantaneous release of the brakes as just described, the storage releasing reservoir furnishes a large volume of air from which the air exhausted out of the brake cylinder upon the application of the brakes, can be more quickly replaced than could be the case if such air had to be transmitted or be compressed through the entire train line from the main train reservoir in the engine. ln our system, the train line supplies the pressure for moving the slide valve D while the air for replenishing the small -amount exhausted, is supplied lfrom the storage releasing reservoir on the side of the piston head P on which it is needed, namely, the side from which the air has been exhausted. The importance of this swift re-supply of an effective working head of air pressure to the brake cylinder, is apparent, for upon this depends the efliciency of the brakes in case of second or successive applications and releases.

Third. The release of the brakes being accomplished by the operation of the air from the storage releasing reservoir on each car, as herein described, a valuable result isthereby attained, in that the brake upon the last car in a train is released instantaneously with the brake on the cars ahead of it. ln other words, by our system, all brakes in the train are released simultaneously.

Fourth. The capacity of the storage releasing reservoir being relatively so large, successive applications of the brake are possible and successive releasing of the brakes and recharging of the brake cylinders are accomplished with the use of the air in the storage releasing reservoir. The result of such immediate recharging of the brake cylinder is that successive applications of the brake are fully as powerful as the initial application instead of being constantly diminished as in the system of brakes now in general use. lt requires from 27 to 40 seconds to recharge the entire train system by pumping air into the train line and the auxiliary system used in the present system very frequently in case of second and successive applications of the brakes, has not had time to be recharged to the standard pressure 'of 70 pounds, hence in the system in general use at the present time, a second application after a partial release will be weak and a second application after a fullrelease without adequate time to recharge the entire system, must be weak and in both cases, in a measure ineffective and this may cause the operator to lose control of his train. Seconds of time in air brake systems are important and may mean the undesired passing or drifting of heavy trains many rods, with consequent disaster. In our system, as herein set forth, the brake being instantly released after an application and such release in itself operating to move the piston rod and re-compress the air in the auxiliary cylinder b, instantaneously restores the emciency of the brakes and prevents the operator ln other words, while the air stored in the reservoir a is used directly to release the brakes, it has other functions and can be and indeed must be used to initially charge the brake l in the beginning and also to restore the auxiliary pressure, or brake-applying-pressure, when it becomes lowered (from leakage or other cause), and this is necesseeso sarily so as the local storage reservoir a is the only source irom which Vthe auxiliary reservoir b can be either initially charged or subsequently supplied, as all the air used passes through a. Thus a, some what like the orebay of an old fashioned water mill, holds a body of localized power close to the operated machinery: but supplies it where ever needed, namely: to the brake cylinder b, to the auxiliary cylinder b, or to the branch train line J, K, L, as required in the several functions of initially charging, restoring the brake-applying pressure, and releasing the brake. It initially charges or subsequently restores the air in b at the first opportunity allowed by the valve mechanism, one function oi 'a being to automatically maintain in the several parts, brake cylinder, auxiliary cylinder and connected branch pipe and valve, the high initial pressure. lt is to be noted that the air in the auxiliary cylinder does not escape when the brakes are applied; it merely expands as it drives the piston head P through the brake cylinder b and upon the release ol' the brakes and the consequent return of the piston head P to its normal position in the brake cylinder as heretofore described, the air in such auxiliary reservoir is again compressed to its original volume and pressure, such return being slightly assisted by the spiral spring Y.

The pipe shown in Fig. 3 marked b is a pipe having a stop-cock at any convenient point for the purpose of exhausting the air out of the auxiliary cylinder whenever a car is cut off from a train, in order that the brakes may be released by hand.

The moisture from the brake cylinder and storage releasing reservoir, the branch train lines I, K and L and from all parts of the slide valve D, escapes through the exhaust vent V, that being preferably at the lowest point in the system. The moisture from the auxiliary cylinder escapes through the drain cock bm as indicated on the drawing, Fig. 3.

A defect in the system of brakes now in general use viz: that in case oi an accident to the triple valve in any car in a long train whereby the emergency port is opened and whereby also as a consequence of the opening oi such emergency port, the train line pressure rushes through that defective triple valve, thus reducing the train line pressure through the train length and thus setting the brakes violently on the other cars in the train, is entirely obviated in our brake, as in our system, any leakage through the exhaust port on any single car does not affect the train line pressure.

Another common detect in the system of brakes now in general use, viz: that any leak on the auxiliary or brake cylinder side oi the triple valve now in general use, results in a releasing ol' the brakes on the car on which such leak occurs, is also obviated in our brake, as in our system any leakage in any part of the valve mechanism results in a setting oi the brakes.` In casos of emergency, to have the brakes on any one lcar suddenly released, increases the danger of accident, while on the contrary to have the brakes set in case of any slight accident preserves the control ot the operator over the train.

Our brake has another decided advantage over the system of brakes now in general use in that the maximum train pressure can always be directly applied automatically at the will oi the engineer upon the brake piston head, simply by reducing the train line pressure to the desired extent, whereas in the system now in general use, in case it is desired to increase the efficiency oi the brake beyond a certain point as very often is desired, where heavy grades are to be encountered, in order to produce that result it is necessary that a retaining valve should be operated upon each separate car of the train by turning by hand a lever upon each of such cars controlling such retaining valve.

The system of brakes now in general use has been found defective for switching purposes with the result that locomotive engines designed for switching purposes are now being equipped with a straight air brake in combination with the automatic brake, such straight air brake being necessitated by reason of the fact that the auxiliary reservoir cannot be recharged quickly enough after several successive applications of the brake.- The disadvantage in the use oi the straight air brake is that it must be operated entirely by hand and a larger supply ol compressed air is wasted at each application ol' the brake than is the case in the use of an automatic brake. By the use of our system of brakes, the result now only obtained on switch engines by the use ol' the straight air brake as just explained, is obtained through the operation of the storage releasing reservoir.

Our system of storage reservoirs does away with the necessity for a main reservoir although a main reservoir may be used.

What we claim as new and desire to secure by Letters Patent of the United States is- 1. In an air brake system, a local storage reservoir, said reservoir being automatically vented before the brake piston head to release the brakes; and automatically closed to conserve its excess pressure, both by a valve directly lmoved by the fluctuations of the train line pressure.

2. In an air brake system a storage reservoir automatically closing after each release to cut off its pressure from the cylinder' and conserve its pressure for automatic release of the brakes substantially as described and shown.

2. In an air brake system a local storage reservoir, and means to directly and automatically discharge said reservoir before the brake piston head to release the brakes by a restoration of train line pressure and to automatically and directly close said reservoir to' conserve its own contents, on the equalization of the brake cylinder and train line pressures, substantially as shown.

el. In an air brake system, the combination of a cembined brake and reservoir cylinder, holdingl compressed air for applying the brakes, with an additional local storage reservoir holding' compressed air, for releasing the brakes, substantially as described and shown.

5. In an air brake system, the combination, with a combined brake and reservoir cylinder, of an additional, vaiveseparated, local reservoir, automatically dischargeable by the equalization ot pressure before the brake piston head to release the brakes. substantialy described and shown.

(5. ln an air brake system,. the combination with a coinbined brake and reservoir cylinder, of an additional local storage reservoir, automatically and directly vented before the brake piston head to release the brakes of one, or a plurality ot' cars by an increase of the train line pressure.

T. Iman air brake system or apparatus, a storage reservoir for storage of compressed air for operating the brakes, said reservoir being automatically and directly discharged before the brake piston head through an automatically operated valve to release the brakes by an increase of pressure in the train line pipe, substantially as described and shown.

S. In an air brake mechanism, having' a train-line and having' a local storage releasing reservoir for the release of the brakes only, an automatic valve-mechanism, automatically closed by the excess of the pressure of the local storage releasing reservoir over the train line pressure, substantiallyY as described and shown.

9. ln an air brake system. a combined brake and reserA voir cylinder in which the piston head is restored to primary position and the reservoir end of the cylinderI rccharged, ready for action, by air discharged in front of the piston head from a local storage reservoir. substanti-.illy as described and shown.

lOfln an air brake apparatus. a body of air of high pressure. stored in a reservoir between the brakecylinder and the train line and adapted to be automatically and successively rented belore the brake pistoirhead. to release ihe brakes, without replenishing the reservoir. and automatically and successively conserved between stops or actions ol the brake by a restraining valve operated by excess pressure. substantially as described and shown.

1l. ln an air brake apparatus, a, body ot air at high pressure. stored between the train line and brake cylinder. and adapted to be automatically and successivelyvented before the brake piston-head to release the brakes, without equalizinj: the pre sure of the said body of stored air and the train line air. substantially as described and shown.

l2. ln an air brake system the combination ol a conr bined brake and reservoir cylinder holding compressed air t'or applying the brakes with an additional local storage reservoir holding compressed air lor releasing the brakes. said system being so arranged that upon the slightest increase in the train line pressure a corresponding' increase of pressure is obtained in the combined brake and reservoir cylinder by automatic depletion of the pressure in the local storage reservoir, substantially as described and shown.

12%. ln an aii brake system, the combination of a combined brake and reservoir cylinder. holding compressed air tor applying the brakes, an additional local storage reservoir holding compressed air tor releasing the brakes, a train line and an automatic valve, all being so arranged that upon an increase of train line pressure the brakes are released hy the automatic depletion of the air stored in the local storage reservoir, substantially as shown and described.

14. lu an air brake system, the combination of a combined brake and reservoir cylinder holding compre sed air for applying the brakes and an additional local storage reservoir holding compressed air for releasing the brak an automatic Valve and train line; all beine so arranged that upon a decrease in the air pressure in the combined brake and reservoir cylinder below the pressure in the train line, a corresponding pressure ot' air is autoniatically secured from the local storage reservoir, substantially as shown and described.

l5. ln an air brake system, the combination of a com bined brake and reservoir cylinder holding compressed air for applying the brakes, an automatic Valve, an additional local storage reservoir holding compressed :tir l'or releasing the brakes and a train line,l said system being so arranged that upon the train line pressure becoming greater than the pr ssure in the combined brake and reservoir cylinder, the pressure in the local storage reservoir is automatically depleted to equalize the pressures in the train line and the combined brake and reservoir cylinder, substantially as described and shown.

1G. ln an air brake system, the combination of a combined brake and reservoir cylinder holding compressed air t'or applyingl the brakes, and an additional local storage reservoir holding compressed air for releasing the brakes. and automatic valve and a train line, so arranged that upon the slightest increase in the train line pre sure the compressed air in the local storage reservoir is allowed to pass through an automatically operated yah'e to and against a brake piston to increase by compression the air pressure in the storage end ol' the combined braket and rcservoir cylinder', substantially as described and shown.

1T. ln an air brake system, a combined brake and reservoir cylinder holding compressed air for applying the brakes, an additional local storage reservoir holding compre sed air for releasing the brakes, an automatic valve, and a train line, all being so arranged that an excess pres sure, greater than train line pressure. remains in the local storage reservoir on one or a plurality of'cars, after a rcduction in the train line, substantially as described and shown.

1S, in an air brake system, a combined brake and reservoir cylinder holding compressed air for applying the brakes. an additional local storage reservoir holding compressed air for releasing the brakes, an automatic Valve, and a train line; all being so arranged that the automatic valve is placed in a position to allow the air to pass from the local storage reservoir by an increase of train line pressure and is closed by the excess pressure from the local storage reservoir, substantially as described and shown.

19. In an air brake system an automatic air brake having a. local storage reservoir on each car, in which said local storage reservoir all air is stored that iS used in setting and releasing the brakes tor that car, substantially as described and shown.

20Y In an air brake system an automatic air brake hav ing a loeal storage reservoir on each car, in which said local storage reservoir air is stored that is used for releas ing the brakes l'or that car, substantially as described and shown.

21. In an air brake system an automatic air brake having a local stora je rcervoir on each car, in which said local storage reservoir all air is stored that is used to restore the branch train line pressure l'or that car, substantially as described and shown.

ln an air brake system having a combined brake and reservoir cylinder', a local storage reservoir for each car for immediate supply ot' air tor said cylinder, substantially as described and shown.

23. ln an air brake system having a combined brake and reservoir cylinder on each car, an additional locally stored body ot compressed air for supplying the brakel mechanism ot' the car, substantiallyv as described and shown.

24. In an air brake system having a combined brake and reservoir cylinder, an additional local storage reservoir adapted to supply by yalye, either end ot' the combined brake and reservoir cylinder, substantially as described and shown.

25. In an air brake system, the combination of a combined brake and reservoir cylinder holding compressed air for applying and releasing the brakes, with an additional local storage reservoir holding compressed air for restoring the brake-operating pressure, substantially as described and shown.

2G. In an air brake system a local storage reservoir holding compressed al1', and through which reservoir all air employed in operating the brake passes after it `has passed the engineer-'s Valve, for automatically releasing the brakes, on the increase ot' train line pressure over brake-cylinder pressure, substantially as described and shown. l

2T. In an air-brake system a local storage reservoir holding compressed air, ,which has passed the engineers valve and through which reservoir all air used in operating the brakes passes, for automatically releasing the brakes, substantially as described and shown.

28. In an air-brake system, a local storage reservoir h olding compressed air, and through which reservoir all air employed in operating the brakes passes which has passed the engineers valve, for automatically restoring the brake-operating pressure, substantially as described and shown.

29. In an air-brake system a local storage reservoir holding compressed air independentlyY of the main reservoir and through which local reservoir all air employed in 0perating the brake passes for automatically restoring the brake-operating pressure, substantially as described and shown.

30. In an airAbrake system a body of compressed air, locally stored after it has passed the engineers valve, and applied through an automatic valve to release the brakes, Substantially as described and shown.

31. In an air-brake system a body ol compressed air, locally stored alter it has passed the engineers valve in a reservoir through which all air employed in operating the brake passes, and applied through an automatic valve, to restore the brakeeoperating pressure, substantially as described and shown.

32. In an air-brake system, a body of compressed air,

locally stored near the brake in a reservoir through which all air employed in operating the brakes passes and held independently of the main reservoir and applied through an automatic valve to restore the brake-operating pressure, Substantially as described and shown.

33. In an air-brake system a plurality of brakes released simultaneously by the automatic discharge of compressed air locally stored near the respective brakes and discharged against the respective brake pistons through automatic valves actuated by iiuctuations of the train-line pressure, substantially as described and shown.

34. In an air-brake system the combination of a local storage reservoir through Which all air employed in operating the brakes passes and a valve operated automatically by uctuations of the train-line pressure, to allow the passage of compressed air from said storage reservoir to restore the brake-operating pressure, substantially as described and shown.

35. In an air-brake system, a local storage reservoir having an automatic valve operated by the fluctuations of the train-line pressure to allow the passage of the storage reservoir pressure to the brake-operating mechanism through a branch-train-line to restore the brake applying and releasing pressure, substantially as described and shown.

In testimony whereof We ax our signatures, in presence oi' two Witnesses.

JOHN THOMAS McINTOSI-I.

4 JAMES STANLEY MANTON.

Witnesses LAURA E. THOMPSON, SAMUEL Knnn. 

